Transport climate control system power architecture

ABSTRACT

A transport climate control system is disclosed. The system includes a compressor, a motor-generator-rectifier machine, a belt drive connected to the motor-generator-rectifier machine and the compressor, at least one condenser fan, at least one evaporator fan, and a DC to DC converter. The motor-generator-rectifier machine connects to the at least one condenser fan, the at least one evaporator fan, and the DC to DC converter. The motor-generator-rectifier machine includes a motor, a low voltage generator connected to the motor, and a rectifier connected to the low voltage generator. The motor-generator-rectifier machine can provide a first low voltage DC power to the at least one condenser fan, the at least one evaporator fan, and the DC to DC converter. The DC to DC converter can convert the first low voltage DC power to a second low voltage DC power that is different from the first low voltage DC power.

FIELD

The disclosure herein relates to a power architecture for providingenergy to a transport climate control system.

BACKGROUND

A transport climate control system is generally used to controlenvironmental condition(s) (e.g., temperature, humidity, air quality,and the like) within a climate controlled space of a transport unit(e.g., a truck, a container (such as a container on a flat car, anintermodal container, etc.), a box car, a semi-tractor, a bus, or othersimilar transport unit). The transport climate control system caninclude, for example, a transport refrigeration system (TRS) and/or aheating, ventilation and air conditioning (HVAC) system. The TRS cancontrol environmental condition(s) within the climate controlled spaceto maintain cargo (e.g., produce, frozen foods, pharmaceuticals, etc.).The HVAC system can control environmental conditions(s) within theclimate controlled space to provide passenger comfort for passengerstravelling in the transport unit. In some transport units, the transportclimate control system can be installed externally (e.g., on a rooftopof the transport unit, on a front wall of the transport unit, etc.).

SUMMARY

The disclosure herein relates to a power architecture for providingenergy to a transport climate control system.

In some embodiments, a transport climate control system is provided witha diesel engine as a prime mover driving a motor-generator-rectifiermachine via a belt drive to provide a low voltage DC power to drive lowvoltage DC components such as low voltage DC condenser fan(s) and/orevaporator fan(s).

The embodiments described herein are directed to a transport climatecontrol system that includes condenser fan(s) and/or evaporator fan(s)that are electrically driven variable speed DC fan(s). Accordingly, theembodiments described herein can provide flexibility in the sizing andpositioning of the condenser fan(s) and/or the evaporator fan(s). Theembodiments described herein can also provide flexibility in the sizingand positioning of the condenser coil and/or the evaporator coil. Theembodiments described herein can also facilitate variable condenserfan(s) and/or evaporator fan(s) which can optimize performance of thetransport climate control system throughout is full operating rangewhile also allowing a user to control a desired airflow within theclimate controlled space of the transport unit. Accordingly, theembodiments described herein can reduce energy consumption and reducedtotal cost of ownership versus a conventional transport climate controlsystem that has condenser fan(s) and/or evaporator fan(s) powered via amechanical transmission (e.g. belt drive or gear drive).

In one embodiment, a transport climate control system is disclosed. Thetransport climate control system includes a compressor, amotor-generator-rectifier machine, a belt drive connected to themotor-generator-rectifier machine and the compressor, at least onecondenser fan, at least one evaporator fan, and a DC to DC converter.The motor-generator-rectifier machine connects to the at least onecondenser fan, the at least one evaporator fan, and the DC to DCconverter. The motor-generator-rectifier machine includes a motor, a lowvoltage generator connected to the motor, and a rectifier connected tothe low voltage generator. The motor-generator-rectifier machine isconfigured to provide a first low voltage DC power to the at least onecondenser fan, the at least one evaporator fan, and the DC to DCconverter. The DC to DC converter is configured to convert the first lowvoltage DC power to a second low voltage DC power that is different fromthe first low voltage DC power.

In one embodiment, a method for distributing power for a transportclimate control system is disclosed. The method includes distributingpower to a motor-generator-rectifier machine. Themotor-generator-rectifier machine includes a motor, a low voltagegenerator, and a rectifier. The method also includes themotor-generator-rectifier machine generating a first low voltage DCpower to drive at least one condenser fan, at least one evaporator fan,and a DC to DC converter. The method further includes the DC to DCconverter converting the first low voltage DC power to a second lowvoltage DC power that is different from the first low voltage DC power.

BRIEF DESCRIPTION OF THE DRAWINGS

References are made to the accompanying drawings that form a part ofthis disclosure and which illustrate embodiments in which the systemsand methods described in this specification can be practiced.

FIG. 1A illustrates a side view of a van with a transport climatecontrol system, according to one embodiment.

FIG. 1B illustrates a side view of a truck with a transport climatecontrol system, according to one embodiment.

FIG. 1C illustrates a perspective view of a climate controlled transportunit, with a transport climate control system, attached to a tractor,according to one embodiment.

FIG. 1D illustrates a side view of a climate controlled transport unitwith a multi-zone transport climate control system, according to oneembodiment.

FIG. 1E illustrates a perspective view of a mass-transit vehicleincluding a transport climate control system, according to oneembodiment.

FIG. 2 is a schematic diagram of a climate control circuit, according toone embodiment.

FIG. 3 is a schematic diagram of a climate control power system,according to one embodiment.

Like reference numbers represent like parts throughout.

DETAILED DESCRIPTIONS

The disclosure herein relates to an electrical architecture for atransport climate control system.

In some embodiments, a transport climate control system is provided witha diesel engine as a prime mover driving a motor-generator-rectifiermachine via a belt drive to provide a low voltage DC power to drive lowvoltage DC components such as low voltage DC condenser fan(s) and/orevaporator fan(s).

As defined herein, “low voltage” refers to Class A of the ISO 6469-3 inthe automotive environment. In particular, “low voltage” refers to amaximum working voltage of between 0V and 60V DC or between 0V and 30VAC. E.g., a low voltage can be 12 VDC, 24 VDC, 48 VDC, or other suitableDC voltage.

As defined herein, “high voltage” refers to Class B of the ISO 6469-3 inthe automotive environment. In particular, “high voltage” refers to amaximum working voltage of between 60V and 1500V DC or between 30V and1000V AC. E.g., a high voltage can be 350 VDC, 400 VDC, 700 VDC, 800 VDCor other suitable DC voltage.

FIG. 1A depicts a climate-controlled van 100 that includes a climatecontrolled space 105 for carrying cargo and a transport climate controlsystem 110 for providing climate control within the climate controlledspace 105. The transport climate control system 110 includes a climatecontrol unit (CCU) 115 that is mounted to a rooftop 120 of the van 100.The transport climate control system 110 can include, amongst othercomponents, a climate control circuit (see FIG. 2) that connects, forexample, a compressor, a condenser, an evaporator and an expansiondevice to provide climate control within the climate controlled space105. It will be appreciated that the embodiments described herein arenot limited to climate-controlled vans, but can apply to any type oftransport unit (e.g., a truck, a container (such as a container on aflat car, an intermodal container, a marine container, etc.), a box car,a semi-tractor, a bus, or other similar transport unit), etc.

The transport climate control system 110 also includes a programmableclimate controller 125 and one or more sensors (not shown) that areconfigured to measure one or more parameters of the transport climatecontrol system 110 (e.g., an ambient temperature outside of the van 100,an ambient humidity outside of the van 100, a compressor suctionpressure, a compressor discharge pressure, a supply air temperature ofair supplied by the CCU 115 into the climate controlled space 105, areturn air temperature of air returned from the climate controlled space105 back to the CCU 115, a humidity within the climate controlled space105, etc.) and communicate parameter data to the climate controller 125.The climate controller 125 is configured to control operation of thetransport climate control system 110 including the components of theclimate control circuit. The climate controller unit 115 may comprise asingle integrated control unit 126 or may comprise a distributed networkof climate controller elements 126, 127. The number of distributedcontrol elements in a given network can depend upon the particularapplication of the principles described herein.

FIG. 1B depicts a climate-controlled straight truck 130 that includes aclimate controlled space 131 for carrying cargo and a transport climatecontrol system 132. The transport climate control system 132 includes aCCU 133 that is mounted to a front wall 134 of the climate controlledspace 131. The CCU 133 can include, amongst other components, a climatecontrol circuit (see FIG. 2) that connects, for example, a compressor, acondenser, an evaporator and an expansion device to provide climatecontrol within the climate controlled space 131.

The transport climate control system 132 also includes a programmableclimate controller 135 and one or more sensors (not shown) that areconfigured to measure one or more parameters of the transport climatecontrol system 132 (e.g., an ambient temperature outside of the truck130, an ambient humidity outside of the truck 130, a compressor suctionpressure, a compressor discharge pressure, a supply air temperature ofair supplied by the CCU 133 into the climate controlled space 131, areturn air temperature of air returned from the climate controlled space131 back to the CCU 133, a humidity within the climate controlled space131, etc.) and communicate parameter data to the climate controller 135.The climate controller 135 is configured to control operation of thetransport climate control system 132 including components of the climatecontrol circuit. The climate controller 135 may comprise a singleintegrated control unit 136 or may comprise a distributed network ofclimate controller elements 136, 137. The number of distributed controlelements in a given network can depend upon the particular applicationof the principles described herein.

FIG. 1C illustrates one embodiment of a climate controlled transportunit 140 attached to a tractor 142. The climate controlled transportunit 140 includes a transport climate control system 145 for a transportunit 150. The tractor 142 is attached to and is configured to tow thetransport unit 150. The transport unit 150 shown in FIG. 1C is atrailer.

The transport climate control system 145 includes a CCU 152 thatprovides environmental control (e.g. temperature, humidity, air quality,etc.) within a climate controlled space 154 of the transport unit 150.The CCU 152 is disposed on a front wall 157 of the transport unit 150.In other embodiments, it will be appreciated that the CCU 152 can bedisposed, for example, on a rooftop or another wall of the transportunit 150. The CCU 152 includes a climate control circuit (see FIG. 2)that connects, for example, a compressor, a condenser, an evaporator andan expansion device to provide conditioned air within the climatecontrolled space 154.

The transport climate control system 145 also includes a programmableclimate controller 156 and one or more sensors (not shown) that areconfigured to measure one or more parameters of the transport climatecontrol system 145 (e.g., an ambient temperature outside of thetransport unit 150, an ambient humidity outside of the transport unit150, a compressor suction pressure, a compressor discharge pressure, asupply air temperature of air supplied by the CCU 152 into the climatecontrolled space 154, a return air temperature of air returned from theclimate controlled space 154 back to the CCU 152, a humidity within theclimate controlled space 154, etc.) and communicate parameter data tothe climate controller 156. The climate controller 156 is configured tocontrol operation of the transport climate control system 145 includingcomponents of the climate control circuit. The climate controller 156may comprise a single integrated control unit 158 or may comprise adistributed network of climate controller elements 158, 159. The numberof distributed control elements in a given network can depend upon theparticular application of the principles described herein.

FIG. 1D illustrates another embodiment of a climate controlled transportunit 160. The climate controlled transport unit 160 includes amulti-zone transport climate control system (MTCS) 162 for a transportunit 164 that can be towed, for example, by a tractor (not shown). Itwill be appreciated that the embodiments described herein are notlimited to tractor and trailer units, but can apply to any type oftransport unit (e.g., a truck, a container (such as a container on aflat car, an intermodal container, a marine container, etc.), a box car,a semi-tractor, a bus, or other similar transport unit), etc.

The MTCS 162 includes a CCU 166 and a plurality of remote units 168 thatprovide environmental control (e.g. temperature, humidity, air quality,etc.) within a climate controlled space 170 of the transport unit 164.The climate controlled space 170 can be divided into a plurality ofzones 172. The term “zone” means a part of an area of the climatecontrolled space 170 separated by walls 174. The CCU 166 can operate asa host unit and provide climate control within a first zone 172 a of theclimate controlled space 166. The remote unit 168 a can provide climatecontrol within a second zone 172 b of the climate controlled space 170.The remote unit 168 b can provide climate control within a third zone172 c of the climate controlled space 170. Accordingly, the MTCS 162 canbe used to separately and independently control environmentalcondition(s) within each of the multiple zones 172 of the climatecontrolled space 162.

The CCU 166 is disposed on a front wall 167 of the transport unit 160.In other embodiments, it will be appreciated that the CCU 166 can bedisposed, for example, on a rooftop or another wall of the transportunit 160. The CCU 166 includes a climate control circuit (see FIG. 2)that connects, for example, a compressor, a condenser, an evaporator andan expansion device to provide conditioned air within the climatecontrolled space 170. The remote unit 168 a is disposed on a ceiling 179within the second zone 172 b and the remote unit 168 b is disposed onthe ceiling 179 within the third zone 172 c. Each of the remote units168 a,168 b include an evaporator (not shown) that connects to the restof the climate control circuit provided in the CCU 166.

The MTCS 162 also includes a programmable climate controller 180 and oneor more sensors (not shown) that are configured to measure one or moreparameters of the MTCS 162 (e.g., an ambient temperature outside of thetransport unit 164, an ambient humidity outside of the transport unit164, a compressor suction pressure, a compressor discharge pressure,supply air temperatures of air supplied by the CCU 166 and the remoteunits 168 into each of the zones 172, return air temperatures of airreturned from each of the zones 172 back to the respective CCU 166 orremote unit 168 a or 168 b, a humidity within each of the zones 118,etc.) and communicate parameter data to a climate controller 180. Theclimate controller 180 is configured to control operation of the MTCS162 including components of the climate control circuit. The climatecontroller 180 may comprise a single integrated control unit 181 or maycomprise a distributed network of climate controller elements 181, 182.The number of distributed control elements in a given network can dependupon the particular application of the principles described herein.

FIG. 1E is a perspective view of a vehicle 185 including a transportclimate control system 187, according to one embodiment. The vehicle 185is a mass-transit bus that can carry passenger(s) (not shown) to one ormore destinations. In other embodiments, the vehicle 185 can be a schoolbus, railway vehicle, subway car, or other commercial vehicle thatcarries passengers. The vehicle 185 includes a climate controlled space(e.g., passenger compartment) 189 supported that can accommodate aplurality of passengers. The vehicle 185 includes doors 190 that arepositioned on a side of the vehicle 185. In the embodiment shown in FIG.1E, a first door 190 is located adjacent to a forward end of the vehicle185, and a second door 190 is positioned towards a rearward end of thevehicle 185. Each door 190 is movable between an open position and aclosed position to selectively allow access to the climate controlledspace 189. The transport climate control system 187 includes a CCU 192attached to a roof 194 of the vehicle 185.

The CCU 192 includes a climate control circuit (see FIG. 2) thatconnects, for example, a compressor, a condenser, an evaporator and anexpansion device to provide conditioned air within the climatecontrolled space 189. The transport climate control system 187 alsoincludes a programmable climate controller 195 and one or more sensors(not shown) that are configured to measure one or more parameters of thetransport climate control system 187 (e.g., an ambient temperatureoutside of the vehicle 185, a space temperature within the climatecontrolled space 189, an ambient humidity outside of the vehicle 185, aspace humidity within the climate controlled space 189, etc.) andcommunicate parameter data to the climate controller 195. The climatecontroller 195 is configured to control operation of the transportclimate control system 187 including components of the climate controlcircuit. The climate controller 195 may comprise a single integratedcontrol unit 196 or may comprise a distributed network of climatecontroller elements 196, 197. The number of distributed control elementsin a given network can depend upon the particular application of theprinciples described herein.

FIG. 2 is a schematic diagram of a climate control circuit 200,according to one embodiment. The climate control circuit 200 can beused, for example, in the transport climate control systems 110, 132,145, 162 and 187 (shown in FIGS. 1A-1E). The climate control circuit 200generally includes a compressor 220, a condenser 240, an expansiondevice 260, and an evaporator 280. The climate control circuit 200 is anexample and can be modified to include additional components. Forexample, in an embodiment, the climate control circuit 200 can includeother components such as, but not limited to, an economizer heatexchanger, one or more flow control devices, a receiver tank, a dryer, asuction-liquid heat exchanger, one or more condenser blowers/fans, oneor more evaporator blowers/fans, one or more sensors, a controller, orthe like.

The climate control circuit 200 can generally be applied in a variety ofsystems used to control an environmental condition (e.g., temperature,humidity, air quality, or the like) in a space (generally referred to asa conditioned space). Examples of such systems include, but are notlimited to, HVAC systems, transport climate control systems, or thelike. In one embodiment, an HVAC system can be a rooftop unit or a heatpump air-conditioning unit.

The compressor 220, condenser 240, expansion device 260, and evaporator280 are fluidly connected. In one embodiment, the climate controlcircuit 200 can be configured to be a cooling system (e.g., an airconditioning system) capable of operating in a cooling mode. In oneembodiment, the climate control circuit 200 can be configured to be aheat pump system that can operate in both a cooling mode and aheating/defrost mode.

The climate control circuit 200 can operate according to generally knownprinciples. The climate control circuit 200 can be configured to heat orcool a liquid process fluid (e.g., a heat transfer fluid or medium(e.g., a liquid such as, but not limited to, water or the like)), inwhich case the climate control circuit 200 may be generallyrepresentative of a liquid chiller system. The climate control circuit200 can alternatively be configured to heat or cool a gaseous processfluid (e.g., a heat transfer medium or fluid (e.g., a gas such as, butnot limited to, air or the like)), in which case the climate controlcircuit 200 may be generally representative of an air conditioner orheat pump.

In operation, the compressor 220 compresses a working fluid (e.g., aheat transfer fluid (e.g., refrigerant or the like)) from a relativelylower pressure gas to a relatively higher-pressure gas. The relativelyhigher-pressure gas is also at a relatively higher temperature, which isdischarged from the compressor 220 and flows through the condenser 240.In accordance with generally known principles, the working fluid flowsthrough the condenser 200 and rejects heat to the process fluid (e.g.,water, air, etc.), thereby cooling the working fluid. The cooled workingfluid, which is now in a liquid form, flows to the expansion device 260.The expansion device 260 reduces the pressure of the working fluid. As aresult, a portion of the working fluid is converted to a gaseous form.The working fluid, which is now in a mixed liquid and gaseous form flowsto the evaporator 280. The working fluid flows through the evaporator280 and absorbs heat from the process fluid (e.g., a heat transfermedium (e.g., water, air, etc.)), heating the working fluid, andconverting it to a gaseous form. The gaseous working fluid then returnsto the compressor 220. The above-described process continues while theheat transfer circuit is operating, for example, in a cooling mode.

FIG. 3 is a schematic diagram of a climate control power system 300,according to one embodiment. It will be appreciated that the climatecontrol power system 300 can be used to provide energy for powering thecompressor 220 and at least one condenser fan associated with thecondenser 240 and at least one evaporator fan associated with theevaporator 280 of the climate control circuit 200 of FIG. 2. The climatecontrol power system 300 can also power any other components (e.g.,vehicle tail lift charger, auxiliary lighting systems inside the climatecontrolled space, etc.) of a transport climate control system (e.g., thetransport climate control systems 110, 132, 145, 162 and 187 shown inFIGS. 1A-1E).

The climate control power system 300 includes a compressor 307 (e.g.,the compressor 220 shown in FIG. 2), a belt drive 306, a prime mover 304and a clutch 320. The compressor 307 can be mechanically driven by thebelt drive 306 or by the prime mover 304 via a clutch 320. The primemover 304 can be an internal combustion engine (e.g., a diesel engine, acompression-ignition engine, etc.). In one embodiment, the compressor307 can be directly mounted to the prime mover 304 via the clutch 320.In such embodiment, the prime mover 304 can be configured to, e.g.,mechanically drive the compressor 307 via the clutch 320 when the clutch320 is engaged (to the compressor 307 and the belt drive 306). When theclutch 320 does not engage the compressor 307 to the belt drive 306, thecompressor 307 can be driven by a motor-generator-rectifier machine 305via the belt drive 306.

The motor-generator-rectifier machine 305 includes a motor 315 (e.g., anAC motor winding), a generator 308 (e.g., a low voltage AC generatorwinding to generate electrical power when a shaft of themotor-generator-rectifier machine 305 is rotating) connected to themotor 315, and a rectifier 309 (e.g., an AC-DC rectifier) connected tothe generator 308.

In one embodiment, when the clutch 320 is engaged (and thus the primemover 304) with the compressor 307 and the belt drive 306, themotor-generator-rectifier machine 305 can be powered and/or driven bythe prime mover 304 via the belt drive 306, to provide power. In suchembodiment, the compressor 307 can be directly driven by the prime mover304 via the clutch 320.

In one embodiment, the motor-generator-rectifier machine 305 can connectto an AC power source 314. In such embodiment, the clutch 320 (and thusthe prime mover 304) is disengaged from the compressor 307 and the beltdrive 306. The AC power source 314 can be, for example, a shore/utilitypower source. The AC power source 314 can be a three-phase AC powersource. The AC power source 314 can provide power to the motor 315 ofthe motor-generator-rectifier machine 305 to energize the motor 315. Themotor 315 can be an electric motor. In such embodiment, the motor 315 isa standby motor, which serves as an alternate prime mover to providepower to the climate control power system 300, for example, when theprime mover 304 is unavailable to provide power.

When the motor 315 is energized, the motor 315 can rotate a shaft (notshown) of the motor-generator-rectifier machine 305. It will beappreciated that the motor 315 and the generator 308 are on the sameshaft. The shaft of the motor-generator-rectifier machine 305 can propelthe generator 308 so that the generator 308 can generate AC power. Inone embodiment, the generator 308 is a low voltage generator. The ACpower generated by the generator 308 is distributed to the rectifier309. In one embodiment, the rectifier 309 is an active rectifier. Therectifier 309 can convert the AC power generated by the generator 308,to e.g., a low voltage DC power. In one embodiment, the voltage of theconverted low voltage DC power is 48 volts. When the motor 315 isenergized, the motor 315 can also drive the compressor 307 via the beltdrive 306.

The climate control power system 300 includes at least one condenser fan310, at least one evaporator fan 311, and a DC to DC converter 312. Insome embodiments, the at least one condenser fan 310 can be a variablespeed fan. In some embodiments, the at least one condenser fan 310 canbe a low voltage DC fan. In some embodiments, the at least oneevaporator fan 311 can be a variable speed fan. In some embodiments, theat least one evaporator fan 311 can be a low voltage DC fan.

The converted low voltage DC power from the rectifier 309 is distributedto the at least one condenser fan 310, the at least one evaporator fan311, and the DC to DC converter 312. In one embodiment, the DC to DCconverter 312 is a buck converter that lowers the converted low voltageDC power from the rectifier 309, to a second low voltage DC power.

In one embodiment, the second low voltage DC power is distributed to acontrol system 313 to power and/or charge the control system 313. Thecontrol system 313 can include a controller, a rechargeable energystorage system (e.g., a battery), a battery charger, solenoid(s), and/orvalve(s), etc. In one embodiment, the voltage of the second low voltageDC power is 12 volts.

In operation, in a running mode of the climate control power system 300,the prime mover 304 is engaged with the compressor 307 and the beltdrive 306, via the clutch 320. In such mode, the prime mover 304directly drives the compressor 307, which is directly mounted to theprime mover 304. The prime mover 304 connects to and drives themotor-generator-rectifier machine 305 via the belt drive 306, such thatthe generator 308 of the motor-generator-rectifier machine 305 canprovide a low voltage AC power to the rectifier 309 of themotor-generator-rectifier machine 305. The rectifier 309 can convert thelow voltage AC power to a low voltage DC power to drive the low voltageDC fans (the at least one condenser fan 310 and at least one evaporatorfan 311) and to provide power to the DC to DC convertor 312. The DC toDC convertor 312 can convert the low voltage DC power from the rectifier309 to a second low voltage DC voltage to power and/or charge thecontrol system 313 (e.g., charging the battery of the control system313, providing DC power to the solenoid(s) and valve(s) of the controlsystem 313, etc.).

In operation, in a standby mode of the climate control power system 300,the prime mover 304 is disengaged with the compressor 307 and the beltdrive 306, via the clutch 320. The AC power source 314 can provide powerto the climate control circuit 300 when connected to the motor 315 toenergize the motor 315. When the motor 315 is energized, the motor 315can rotate the shaft of the motor-generator-rectifier machine 315, whichcan propel the generator 308 to provide a low voltage AC power to therectifier 309 which in turn can convert the low voltage AC power to alow voltage DC power to drive the low voltage DC fans (the at least onecondenser fan 310 and at least one evaporator fan 311) and to providepower to the DC to DC convertor 312. The DC to DC convertor 312 canconvert the low voltage DC power from the rectifier 309 to a second lowvoltage DC power to power and/or charge the control system 313 (e.g.,charging the battery of the control system 313, providing DC power tothe solenoid(s) and valve(s) of the control system 313, etc.). When themotor 315 is energized, the motor 315 can also drive the compressor 307via the belt drive 306.

Embodiments disclosed herein allow each of the at least one condenserfan 310 and the at least one evaporator fan 311 to be individually andindependently powered and controlled (e.g., by the controller). As such,the speed of the at least one condenser fan 310 and/or the speed of theat least one evaporator fan 311 can be controlled independent of thespeed of the prime mover 304 and/or the speed of the generator 308.

In one embodiment, the at least one condenser fan 310 and/or the atleast one evaporator fan 311 can be fully variable speed fans. In suchembodiment, the at least one condenser fan 310 and/or the at least oneevaporator fan 311 can have more than two speeds. It will be appreciatedthat a two-speed fan refers to a fan with a high speed and a low speedcorresponding to a two-speed engine/generator that drives the fan. Thefans (310 and/or 311) can be configured to run continuously and/or in acycle-sentry mode. The speed of the fans (310 and/or 311) can becontrolled (e.g., by the controller) to optimize at each point aroundfuel economy. For example, the speed of the fans (310 and/or 311) can becontrolled based on a curve fit which is based on e.g., prime mover(e.g., engine) speed, ambient temperature, and/or box temperature (e.g.,temperature of the climate controlled space), during operations such aspulldown. In one embodiment, the curve fit of the fan speed (a curveused by the controller to determine the speed of the fan) can be basedon the speed of the compressor, ambient temperature, and/or boxtemperature. In such embodiment, the speed of the fans (310 and/or 311)can be controlled based on the load of the transport climate controlsystem. In one embodiment, the curve fit of the fan speed (a curve usedby the controller to determine the speed of the fan) can be used when,e.g., an AC power source (such as utility/shore power) is used and theprime mover is disengaged.

It will be appreciated that in one embodiment, to generate power for thetransport climate control system, technology from automotive HybridElectric Vehicles can be used. For example, an automotivebelt-driven-starter-generator (BSG) can be used in place of themotor-generator-rectifier machine 305 of FIG. 3 to be belt driven, or bedirectly coupled to the motor 315 to provide a low voltage DC power tothe low voltage DC fans (e.g., the at least one condenser fan 310 and atleast one evaporator fan 311) and to the DC to DC converter 312. It willalso be appreciated that in one embodiment, to generate power for thelow voltage DC fans (e.g., the at least one condenser fan 310 and atleast one evaporator fan 311) and the DC to DC converter 312, the motor315 can be directly coupled to a high voltage generator (to replace thelow voltage generator 308), where the generator can provide high voltageAC power (e.g., 400 VAC, 50 Hz). Alternately, the high voltage generatorcan be a belt driven device providing high voltage AC. The high voltageAC generated by either of the two high voltage generator configurationscan then be input to an AC to DC converter, that can provide therequired DC power levels for the at least one condenser fan 310, the atleast one evaporator fan 311, and/or the control system 313. In someembodiments, AC (e.g., high voltage AC) powered condenser and/orevaporator fans can be used in place of the at least one condenser fan310 and the at least one evaporator fan 311. In such embodiments, thecondenser and/or evaporator fans can be powered by a high voltagegenerator and/or by the prime mover 304.

ASPECTS

It is to be appreciated that any of aspects 1-11 can be combined withany of aspects 12-15.

Aspect 1. A transport climate control system, the transport climatecontrol system comprising:

a compressor;

a motor-generator-rectifier machine;

a belt drive connected to the motor-generator-rectifier machine and thecompressor;

at least one condenser fan;

at least one evaporator fan; and

a DC to DC converter,

wherein the motor-generator-rectifier machine connects to the at leastone condenser fan, the at least one evaporator fan, and the DC to DCconverter,

wherein the motor-generator-rectifier machine includes:

-   -   a motor;    -   a low voltage generator connected to the motor; and    -   a rectifier connected to the low voltage generator,

wherein the motor-generator-rectifier machine is configured to provide afirst low voltage DC power to the at least one condenser fan, the atleast one evaporator fan, and the DC to DC converter, and

the DC to DC converter is configured to convert the first low voltage DCpower to a second low voltage DC power that is different from the firstlow voltage DC power.

Aspect 2. The transport climate control system according to aspect 1,wherein the compressor is configured to be directly driven by a primemover via a clutch.

Aspect 3. The transport climate control system according to aspect 1 oraspect 2, wherein the motor-generator-rectifier machine is configured tobe driven by a prime mover via the belt drive.

Aspect 4. The transport climate control system according to any one ofaspects 1-3, wherein the prime mover is a diesel engine.

Aspect 5. The transport climate control system according to any one ofaspects 1-4, wherein the compressor is configured to be driven by themotor via the belt drive.

Aspect 6. The transport climate control system according to aspect 1,wherein the motor is configured to be driven by an AC power source.

Aspect 7. The transport climate control system according to aspect 6,wherein the motor is configured to rotate a shaft of themotor-generator-rectifier machine, and the shaft is configured to propelthe low voltage generator to provide power.

Aspect 8. The transport climate control system according to any one ofaspects 1-7, wherein the DC to DC converter is a buck converter thatlowers the first low voltage DC power to the second low voltage DCpower.

Aspect 9. The transport climate control system according to any one ofaspects 1-8, wherein the at least one condenser fan and/or the at leastone evaporator fan are variable speed fans.

Aspect 10. The transport climate control system according to any one ofaspects 1-9, wherein a speed of the at least one condenser fan and/or aspeed of the at least one evaporator fan are controlled independent of aspeed of a prime mover and/or a speed of the low voltage generator.Aspect 11. The transport climate control system according to any one ofaspects 1-10, wherein the first low voltage DC power is 48 volts and thesecond low voltage DC power is 12 volts.Aspect 12. A method for distributing power for a transport climatecontrol system, the method comprising:

distributing power to a motor-generator-rectifier machine, themotor-generator-rectifier machine including a motor, a low voltagegenerator, and a rectifier,

the motor-generator-rectifier machine generating a first low voltage DCpower to drive at least one condenser fan, at least one evaporator fan,and a DC to DC converter,

the DC to DC converter converting the first low voltage DC power to asecond low voltage DC power that is different from the first low voltageDC power.

Aspect 13. The method according to aspect 12, further comprising:

a prime mover directly driving a compressor of the transport climatecontrol system; and

the prime mover driving the motor-generator-rectifier machine via a beltdrive.

Aspect 14. The method according to aspect 12, further comprising:

an AC power source supplying power to the motor of themotor-generator-rectifier machine;

the motor rotating a shaft of the motor-generator-rectifier machine; and

the shaft propelling the low voltage generator to provide power.

Aspect 15. The method of any one of aspects 12-14, further comprising:

controlling a speed of the at least one condenser fan and a speed of theat least one evaporator fan independent of a speed of a prime mover or aspeed of the low voltage generator.

The terminology used in this specification is intended to describeparticular embodiments and is not intended to be limiting. The terms“a,” “an,” and “the” include the plural forms as well, unless clearlyindicated otherwise. The terms “comprises” and/or “comprising,” whenused in this specification, specify the presence of the stated features,integers, steps, operations, elements, and/or components, but do notpreclude the presence or addition of one or more other features,integers, steps, operations, elements, and/or components.

With regard to the preceding description, it is to be understood thatchanges may be made in detail, especially in matters of the constructionmaterials employed and the shape, size, and arrangement of parts withoutdeparting from the scope of the present disclosure. This specificationand the embodiments described are exemplary only, with the true scopeand spirit of the disclosure being indicated by the claims that follow.

What is claimed is:
 1. A transport climate control system, the transportclimate control system comprising: a compressor; amotor-generator-rectifier machine; a belt drive connected to themotor-generator-rectifier machine and the compressor; at least onecondenser fan; at least one evaporator fan; and a DC to DC converter,wherein the motor-generator-rectifier machine connects to the at leastone condenser fan, the at least one evaporator fan, and the DC to DCconverter, wherein the motor-generator-rectifier machine includes: an ACmotor connected to the belt drive; an AC low voltage generator connectedto the motor; and a rectifier connected to the low voltage generator,the low voltage generator being disposed between the motor and therectifier, wherein the motor-generator-rectifier machine is configuredto provide a first low voltage DC power to the at least one condenserfan, the at least one evaporator fan, and the DC to DC converter, andthe DC to DC converter is configured to convert the first low voltage DCpower to a second low voltage DC power that is different from the firstlow voltage DC power.
 2. The transport climate control system accordingto claim 1, wherein the compressor is configured to be directly drivenby a prime mover via a clutch.
 3. The transport climate control systemaccording to claim 2, wherein the prime mover is a diesel engine.
 4. Thetransport climate control system according to claim 1, wherein themotor-generator-rectifier machine is configured to be driven by a primemover via the belt drive.
 5. The transport climate control systemaccording to claim 1, wherein the compressor is configured to be drivenby the motor via the belt drive.
 6. The transport climate control systemaccording to claim 1, wherein the motor is configured to be driven by anAC power source.
 7. The transport climate control system according toclaim 6, wherein the motor is configured to rotate a shaft of themotor-generator-rectifier machine, and the shaft is configured to propelthe low voltage generator to provide power.
 8. The transport climatecontrol system according to claim 1, wherein the DC to DC converter is abuck converter that lowers the first low voltage DC power to the secondlow voltage DC power.
 9. The transport climate control system accordingto claim 1, wherein the at least one condenser fan and/or the at leastone evaporator fan are variable speed fans.
 10. The transport climatecontrol system according to claim 1, wherein a speed of the at least onecondenser fan and/or a speed of the at least one evaporator fan arecontrolled independent of a speed of a prime mover and/or a speed of thelow voltage generator.
 11. The transport climate control systemaccording to claim 1, wherein the first low voltage DC power is 48 voltsand the second low voltage DC power is 12 volts.
 12. The transportclimate control system according to claim 1, wherein the motor and thelow voltage generator are on a same shaft of themotor-generator-rectifier machine, the shaft is configured to propel thelow voltage generator to generate AC power to the rectifier.
 13. Thetransport climate control system according to claim 1, wherein the beltdrive is configured to directly connect to the motor of themotor-generator-rectifier machine and the compressor, the motor directlyconnects to the low voltage generator, the low voltage generatordirectly connects to the rectifier, and the rectifier directly connectsto the at least one condenser fan and the at least one evaporator fan.14. A method for distributing power for a transport climate controlsystem, the method comprising: distributing power to amotor-generator-rectifier machine, the motor-generator-rectifier machineincluding an AC motor connected to a belt drive, an AC low voltagegenerator connected to the motor, and a rectifier connected to the lowvoltage generator, the low voltage generator being disposed between themotor and the rectifier, the motor-generator-rectifier machinegenerating a first low voltage DC power to drive at least one condenserfan, at least one evaporator fan, and a DC to DC converter, the DC to DCconverter converting the first low voltage DC power to a second lowvoltage DC power that is different from the first low voltage DC power.15. The method according to claim 14, further comprising: a prime moverdirectly driving a compressor of the transport climate control system;and the prime mover driving the motor-generator-rectifier machine viathe belt drive.
 16. The method according to claim 14, furthercomprising: an AC power source supplying power to the motor of themotor-generator-rectifier machine; the motor rotating a shaft of themotor-generator-rectifier machine; and the shaft propelling the lowvoltage generator to provide power.
 17. The method of claim 14, furthercomprising: controlling a speed of the at least one condenser fan and aspeed of the at least one evaporator fan independent of a speed of aprime mover or a speed of the low voltage generator.
 18. The method ofclaim 14, wherein the motor and the low voltage generator are on a sameshaft of the motor-generator-rectifier machine, the shaft is configuredto propel the low voltage generator to generate AC power to therectifier.
 19. The method of claim 14, wherein the belt drive isconfigured to directly connect to the motor of themotor-generator-rectifier machine and the compressor, the motor directlyconnects to the low voltage generator, the low voltage generatordirectly connects to the rectifier, and the rectifier directly connectsto the at least one condenser fan and the at least one evaporator fan.